Andy95W

Cliffy is the IA he uses for his Annuals, so no problem there. And honestly this modification is really just a minor alteration based on the FAA's own wording. Putting it on a 337 is probably a good idea just for documentation purposes. Everything he's using are Mooney Factory parts that are installed on every fuel injected Mooney starting with the 1964 M20E, so that isn't a problem either. The only thing I haven't heard mentioned is doing a forward and aft limit weight and balance for both full and empty tanks and documenting that on the 337. But that shouldn't be a problem either because of his 3-blade prop.

I was taught the same way so I asked this exact question of the Electroair guys and they said it didn't make any difference. Not sure if they were BSing me or not. Doing a magneto check at high power doesn't seem to make any difference, nor does it seeem to cause any significant issues in high performance cars with only a single spark plug that is not centrally located. Maybe they were telling the truth.

What if you had multiple antennae/s on a Volkswagen Beetle?

They all look good, so screw the resale value and get what you want. None of them will help/hurt significantly on resale.

Just call the parts department at LASAR first thing Monday morning (California time). They know their parts and any idiosyncrasies of installation. Unfortunate you can't finish it over the weekend.

I don't think so. ScottfromIowa, MyNameisNobody, and RogueOne all share a grammatical error, that CaptainOveur doesn't.

And I'm guessing now #3 on the most ignored user list.

Okay, yeah, that one's pretty bad. It is repairable, but you'll need a guy who is at least decent at sheet metal and is willing to sign it off. Would still be a lot cheaper than buying even a used one. What does your local A&P say?

How far "destroyed"? Most mild damage can be repaired for a lot less money. Biggest suggestion- for your next battery, buy a sealed Concorde.

Nothing whatsoever on the surface. It goes back to when I was working for an old curmudgeon of an IA who taught me what TBO means and doesn't mean. His point was that even though 2,000 hours in itself isn't important, you have to look at everything together. Little things start breaking, little oil leaks become slightly bigger oil leaks, cylinders start needing replacement, oil pressure needs to be adjusted, etc. Now when you throw in a big SMOH number, he would have said that the engine was trying to tell you something. That's why I suggested the cheapest course of action- just repair what you have- exactly like Byron said, above. It would suck to drop $5k+ on overhauled cylinders and then have your fuel servo take a dump 50 hours from now. Or to have your engine start making metal 50 hours after that.

...and don't call me Shirley.

This explains a lot, actually. Something must've gotten jarred loose when you hit that turbulence.

With that much time on the engine, why even bother with overhauling the cylinders? Just have them IRAN them (Inspect and Repair As Necessary). I suppose there's a good reason for not overhauling the whole engine, so I won't ask. (But since you're the one who is also having magneto problems, I'll just point out that your engine is trying to talk to you about how it's doing. You should listen.)

That would make mine Lady Bird. Not bad! I think I like it!

Not to stir the pot any more than I have but was it 682 fatal accidents or 682 fatalities?

Awfully clean airplane for one that "blew oil".

I agree. I am still hopeful that once everything is done and the dust settled, we will be given a fair and honest account of what happened and why. I hope this account is sterilized to protect the participants, because that frankly doesn't matter. All that matters at this point forward is that we all have the opportunity to learn and get better, and that those of us who will one day participate in formation flying clinics will be able to benefit from the lessons learned.

This is what I do, although I use Camguard in the summer due to humidity and Avblend in the winter to help prevent valve sticking. I like the Lycoming additive because it was specifically approved as a lifter anti-scuffing agent by Lycoming themselves. As many problems as they have had with camshaft/lifter spalling, I figured why not? I just don't like spending an extra $20 per oil change, so the Victory 20W50 is WAY less expensive. Am I superstitious about this stuff? Probably. Byron will probably chime in with all kinds of facts about TPP, snake oils, and smoke-and-mirror claims. To cut all that off at the pass, I'll just admit right here and right now that I'm being silly and ridiculous and ignoring factual evidence and wasting my money and whatever other arguments anyone wants to throw my direction. It makes me feel better, doesn't cost much money for the decisions I've made about my oil, and who knows- it might just help a little bit.

Didn't we just go through this in a different thread?

I've found this to be a bit more appropriate for the older Mooneys. Annual.pdf

I love my armrest on my '64. A previous owner added some structure which I beefed up when I re-did my interior, see pictures.

I'm normally about 17"/2400 rpm at midfield downwind or just prior to FAF. That gives about 115 mph so I can drop the gear. After gear down, I go prop full forward like McMooney said. Don't worry about your passengers. They're probably freaking out anyway because they can't see the ground and they can tell you're keyed up for the approach. After that not much adjustment is needed on throttle to hold 110 or so down the ILS glideslope, flaps up of course (100 mph flap speed). I use whatever power setting I need to hold glideslope and 100-110 mph. I don't get too wrapped around the axle about exact power settings because it'll vary depending on headwind. Your trim will set your speed, your throttle will keep you on glideslope.

Everyone keeps talking about Surefly and E-mag, but Electroair has had an STCed electronic ignition for more than 5 years. And like with Oscar Avalle's experience, I've never heard a negative account of it.

You can fly your airplane any way that you want for whatever reasons you feel are important. But if you fly exactly like McMooney said above, then you can fly with any professional pilot in the world and they won't second guess your technique or your reasons. (If you fly a vintage Mooney like mine with a flap speed of 100mph, you'll probably stick with zero flaps.)

It took me all of 10 seconds at Oshkosh to decide to switch from XC 20W50 to the Victory in order to get the Lycoming additive. I bought 3 cases (for only $58/case as a show special).